Curtailing battery degradation of an electric vehicle during long-term parking

ABSTRACT

A non-transitory machine readable medium having machine executable instructions can include a charge control application. The charge control application can determine, in response to detecting that an electric vehicle (EV) is electrically coupled to a vehicle-to-grid (V2G) interface, a degradation threshold state of charge (SoC) for a battery of the EV. The charge control application can also command the V2G interface to discharge the battery of the EV to a lower threshold SoC that is below the degradation threshold SoC. The charge control application can further command the V2G interface to charge the battery of the EV to an upper threshold SoC that is above the degradation threshold SoC at a return threshold time, wherein the return threshold time is a calculated amount of time prior to an expected return time of an operator of the EV.

TECHNICAL FIELD

This disclosure relates to electric vehicles (EV), more particularly,this disclosure relates to curtailing battery degradation of EVs.

BACKGROUND

An electric vehicle, also called an EV, uses one or more electric motorsor traction motors for propulsion. An EV may be powered through acollector system by electricity from off-vehicle sources, or may beself-contained with a battery, solar panels or an electric generator toconvert fuel to electricity. EVs include, but are not limited to, roadand rail vehicles, surface and underwater vessels, electric aircraft andelectric spacecraft. An electric-vehicle battery (EVB) or tractionbattery is a battery used to power the propulsion of EVs. Vehiclebatteries are usually a secondary (rechargeable) battery. Tractionbatteries are used in forklifts, electric golf carts, riding floorscrubbers, electric motorcycles, electric cars, trucks, vans, and otherelectric vehicles. A plug-in electric vehicle (PEV) is a motor vehiclethat can be recharged from any external source of electricity, such aswall sockets, and the electricity stored in the rechargeable batterypacks drives or contributes to drive the wheels. PEV is a subcategory ofEVs that includes all-electric or battery electric vehicles (BEVs),plug-in hybrid vehicles, (PHEVs), and electric vehicle conversions ofhybrid electric vehicles and conventional internal combustion enginevehicles.

An EV charging station, also called an electric recharging point,charging point, charge point, ECS (Electronic Charging Station) and EVSE(electric vehicle supply equipment), is an element in an infrastructurethat supplies electric power for the recharging of electric vehicles,such as plug-in electric vehicles, including electric cars, neighborhoodelectric vehicles and plug-in hybrids. At home or work, some EVs haveonboard converters that can plug into a standard electrical outlet or ahigh-capacity appliance outlet. EVs use a charging station that provideselectrical conversion, monitoring, or safety functionality. Thesecharging stations are also needed when traveling, and many supportfaster charging at higher voltages and currents than are available fromresidential EVSEs. Some public charging stations are implemented ason-street facilities provided by electric utility companies or locatedat retail shopping centers and operated by many private companies.

Vehicle-to-grid (V2G) describes a system in which PEVs such as batteryelectric vehicles (BEV), plug-in hybrids (PHEV) or hydrogen fuel cellelectric vehicles (FCEV), communicate with a power grid to sell demandresponse and/or other services by supplying electricity to the powergrid.

SUMMARY

One example relates to a non-transitory machine readable medium havingmachine executable instructions including a charge control application.The charge control application can determine, in response to detectingthat an electric vehicle (EV) is electrically coupled to avehicle-to-grid (V2G) interface, a degradation threshold state of charge(SoC) for a battery of the EV. The charge control application can alsocommand the V2G interface to discharge the battery of the EV to a lowerthreshold SoC that is below the degradation threshold SoC. The chargecontrol application can further command the V2G interface to charge thebattery of the EV to an upper threshold SoC that is above thedegradation threshold SoC at a return threshold time, wherein the returnthreshold time is a calculated amount of time prior to an expectedreturn time of an operator of the EV.

Another example relates to a system for curtailing degradation of abattery of an electric vehicle EV. The system can include a V2Ginterface located at a parking spot of a parking area, the V2G interfacecan include a receptacle for charging and discharging an EV. The systemcan also include a charging server in communication with the V2Ginterface that determines, in response to a request from the V2Ginterface, a degradation threshold SoC for a battery of the EV connectedto the receptacle of the V2G interface, wherein the degradationthreshold SoC is based on physical properties of a battery of the EV.The charging server can also command the V2G interface to discharge thebattery of the EV to a lower threshold SoC that is below the degradationthreshold SoC. The charging server can further command the V2G interfaceto charge the battery of the EV to an upper threshold SoC that is abovethe degradation threshold SoC at an return time threshold thatcorresponds to a calculated amount of time prior to an expected returntime of an operator of the EV.

Yet another example relates to a method for curtailing degradation of abattery of an EV. The method can include determining, in response todetecting that an electric vehicle EV is electrically coupled to a V2Ginterface, an expected return time of an operator of the EV. The methodcan also include discharging a battery of the EV to a level below adegradation threshold SoC for the battery of the EV. The method canfurther include initiating a charging of the battery of the EV to alevel that is above the degradation threshold SoC at a return thresholdtime that is a calculated amount of time prior to the expected returntime of the operator of the EV.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an example of a system for curtailing batterydegradation of a battery of an electric vehicle (EV).

FIG. 2 illustrates an example of a charging server in communication witha vehicle-to-grid (V2G) interface to curtail battery degradation of abattery of an EV.

FIG. 3 illustrates an example of a graph of a charging plan that plots astate of charge (SoC) of a battery of an EV as a function of time.

FIG. 4 illustrates another example of a graph of a charging plan thatplots a SoC of a battery of an EV as a function of time.

FIG. 5 illustrates yet another example of a graph of a charging planthat plots a SoC of a battery of an EV as a function of time.

FIG. 6 illustrates another example of a system for curtailing batterydegradation of a battery of an EV.

FIG. 7 illustrates a flowchart of an example of a method for curtailingbattery degradation of a battery of an EV.

DETAILED DESCRIPTION

The present disclosure relates to a (smart) Vehicle-To-Grid (V2G)interface. The V2G interface can operate in concert with a chargingserver to control bi-directional current flow between a power gird andan electric vehicle (EV). The V2G interface can be implemented at along-term parking area, such as an airport parking lot or garage, a homeparking area (e.g., a home garage or home driveway). In this situation,the V2G interface and the charging server can be configured/programmedto curtail (reduce/limit) battery degradation of the battery in the EVwhile the EV is parked in the long-term parking area. Some rechargeablebatteries for EVs, such as Lithium Ion batteries accelerate batterydegradation if the battery is charged beyond a degradation thresholdstate of charge (SoC). For instance, some batteries experienceaccelerated battery degradation if the battery is charged above 50% of atotal battery capacity (the degradation threshold SoC). Thus, the V2Ginterface and the charging server co-operate to reduce an overall amountof time that the battery is at or above the degradation threshold SoC.

As one example, an operator (driver) of the EV, upon arriving at along-term parking spot of the long-term parking area, can supply (via auser interface), an expected return time or information corresponding tothe expected return time (which can correspond to a flight number) tothe charging server. Additionally, the charging server can collectprofile data for the EV that corresponds to an upper threshold SoC and alower threshold SoC for the EV. The upper threshold SoC can definedesired (maximum) state of charge (SoC) of the battery of the EV. Thatis, the upper threshold SoC can define an expected charge level for theEV upon return of the operator. Additionally, the lower threshold SoCcan define a minimum charge for the battery of the SoC.

The charging server can determine the degradation threshold SoC for thebattery. Further, the charging server can determine the expected returncharge time which defines a time prior to the expected return time thatis needed to charge the battery of the EV to the upper threshold SoC.Additionally, based on the profile data, the expected return time andthe degradation threshold SoC, the charging server can generate acharging plan for the EV. The charging plan can have three (3) stages,namely an initial stage, a maintenance stage and a return stage. In theinitial stage of the charging plan, the charging server commands the V2Ginterface to discharge the battery of the EV to the lower threshold SoC(below the degradation threshold SoC) to avoid accelerating degradationof the battery.

In the maintenance stage of the charging plan, the charging servercommands the V2G interface to repeatedly charge and discharge thebattery of the EV. Power discharged from the battery can be supplied tothe power grid. In this manner, credits (monetary or non-monetaryrewards, as discussed herein) for supplying power to the power grid canbe accumulated in an account associated with the operator of EV. Thesecredits can be employed to offset tariffs (fees) for parking the EV inthe long-term parking area.

Further, at the expected return charge time, the charging servercommands the V2G interface to charge the battery to the upper thresholdSoC (which can be above the degradation threshold SoC). In this manner,in addition to accruing credits for providing power to the power grid,the battery life of the vehicle is extended since the time during whichthe battery of the EV is at or above the degradation threshold SoC iscurtailed while still ensuring that the operator returns to the EV withthe battery of the EV near the upper threshold SoC. That is, the EV isstill charged to the upper threshold SoC upon the operator returning tothe EV, but the amount of time that the EV is below the degradationthreshold SoC is elevated.

FIG. 1 illustrates an example of a system 50 that can curtailing batterydegradation of an electric vehicle (EV) 52. As used herein, an EV refersto an plug-in electric vehicle (PEV), namely an EV that can be pluggedinto an electrical receptacle (e.g., an electrical outlet), including ahybrid PEV. The system 50 includes a V2G interface 54 located in aparking spot 56 of a parking area, such as a long-term parking area.

As used herein, the term “long-term parking area” denotes a parking area(e.g., a parking lot or parking garage) where it is expected thatvehicles will park overnight or longer. As some examples, long-termparking areas are common near airports, bus stations, train stations andother areas where vehicles (e.g., cars, motorcycles and trucks) areparked prior to boarding a departing airliner, a bus or train. Moreoverin such situations, an operator (driver) of such an vehicle returns tothe vehicle in long-term parking after arrival of a returning airliner,bus or train. Further, the long-term parking area that includes theparking spot 56 can be implemented as a public parking area or a homeparking area (e.g., in a home garage or in a home driveway). Long-termparking areas are often distinguished from short-term parking areasbased on an expected amount of time vehicles will be parking in thecorresponding parking area. In many short-term parking areas, it isexpected that vehicles will be parked and retrieved within a single day.

The V2G interface 54 can be electrically coupled to a power grid 58. Thepower grid 58 can be representative of an array of electrical equipment,including but not limited to transformers, substations, etc. Moreover,for purposes of simplification of explanation, electrical equipmentintervening between the V2G interface 54 and the power grid 58 is hiddenfor view. Upon parking, an operator of the EV 52 can plug-in (e.g.,electrically couple) a battery 60 of the EV 52 to a receptacle 61 of theV2G interface 54. The receptacle 61 can be representative of anelectrical socket/outlet.

The V2G interface 54 can be representative of a charging station thatprovides a V2G system that can charge the battery 60 of the EV 52 withpower from the power grid 58 and discharge the battery 60 of the EV 52and supply the discharged power to the power grid 58. That is, the V2Ginterface 54 can provide an interface for V2G services. The V2Ginterface 54 can include a computing device (e.g., a processor andmemory or a controller) to control the charging and discharging of thebattery 60 of the EV 52.

The V2G interface 54 can communicate with a network 62. The network 62can be representative of a public network, such as the Internet.Additionally, some portions of the network can be a private network,such as local area network. The V2G interface 54 communicate with acharging server 66. The charging server 66 can represent a computingdevice that send commands to the V2G interface 54. For purposes ofsimplification of explanation, unless otherwise noted it is presumedthat the V2G interface 54 follows (executes) the commands received fromthe charging server 66 without further explanation. For instance, if thecharging server 66 commands the V2G interface 54 to charge the battery60 of the EV 52, it is presumed that (in response to the command), theV2G interface 54 charges the battery 60 without further explicitexplanation. Moreover, although FIG. 1 illustrates a single V2Ginterface 54, in other examples, the charging server 66 can communicatewith a plurality of V2G interfaces.

The charging server 66 could be implemented in a computing cloud. Insuch a situation, features of the charging server 66, such as aprocessing unit, a network interface, and memory could be representativeof a single instance of hardware or multiple instances of hardware withapplications executing across the multiple of instances (i.e.,distributed) of hardware (e.g., computers, routers, memory, processors,or a combination thereof). Alternatively, the charging server 66 couldbe implemented on a single dedicated server. Furthermore, in someexamples, the charging server 66 can be integrated with the V2Ginterface 54.

The charging server 66 can execute a charge control application 68(e.g., application software) to communicate with the V2G interface 54via the network 62. The operator of the EV 52 can employ an end-userdevice 70 to communicate with the V2G interface 54 and/or the chargingserver 66. The end-user device 70 can be implemented as a computingdevice. In some examples, the end-user device 70 can be implemented witha smart phone. In other examples, the end-user device 70 can be anon-board computing device integrated with the EV 52, such as a dashboardcomputing device.

The charge control application 68 can receive an indication from the V2Ginterface 54 that the EV 52 has been connected to the V2G interface 54.In response, the charge control application 68 can cause the V2Ginterface 54 to query the end-user device 70 for profile information andan expected return time.

The end-user device 70 can execute a charge client 72 that can beemployed to allow user interaction with the charging server 66 and/orthe V2G interface 54. In particular, the charge client 72 can provide agraphical user interface (GUI) that allows entry and/or editing ofprofile information. As one example, upon electrically coupling the EV52 to the V2G interface 54, the charge client 72 can provide theoperator of the EV 52 to enter information characterizing a make andmodel of the EV 52, as well as information characterizing features ofthe battery 60. Such information regarding the battery 60 could be, forexample a type (e.g., lithium-ion, nickel metal hydride, nickel-cadmium,lead-acid, etc.) of the battery 60, and/or a capacity (e.g., kilowatthours (kWh) or ampere hours (Ahr)) of the battery 60. Additionally oralternatively, a portion of the profile information can be stored (e.g.,hard coded) into the charge client 72. Furthermore, in some examples,the profile information can include a home address of the operator.

As noted, in some examples, the parking spot 56 can be within along-term parking area. In such a situation, the charge client 72 canrequest an expected return time for the operator, and the operator canenter the expected return time. As used herein, the “expected returntime” denotes a date and time that the operator is expected to return tothe parking spot 56 of the parking area, detach the EV 52 from the V2Ginterface 54 and drive away. Alternatively, rather than providing theexpected return time directly, the charge client 72 can allow theoperator to enter information from which the expected return time can bedetermined. For example, in a situation where the parking area isproximal to an airport, the charge client 72 can allow the operator toprovide a flight code for a return flight. In this situation, the flightcode of the return flight can be employed to determine the expectedreturn time of the operator in a manner described herein. In a similarmanner, in examples where the parking area is proximal to a trainstation or bus station, the charge client 72 can allow the operator toenter a code identifying a return train or return bus.

The profile information and expected return time (or correspondinginformation) can be provided to the charge control application 68(directly or via the V2G interface 54). The charge control application68 can analyze the profile information and the expected return time orthe information corresponding to the expected return time. In exampleswhere the charge client 72 provides information corresponding to theexpected return time (e.g., a flight code), the charge controlapplication 68 can query a third party server 80 for detailedinformation that is employable to derive the expected return time. Thethird party server 80 could be, for example, a search engine, adatabase, etc. For example, in the situations where the informationcorresponding to the expected return time is a flight code, the chargecontrol application 68 can query the third party server for an expectedlanding time of a flight corresponding to the flight code. In someexamples, the charge control application 68 can set the expected returntime to the landing time of the flight. In other examples, the chargecontrol application 68 can set the expected return time to the landingtime of the flight plus time for baggage claim and travel (e.g., thirty(30) minutes after the expected landing time of the flight).

Additionally, the charging server 66 can query the third party server 80for information related to the EV 52. As noted, the third party server80 could be representative of multiple systems. Thus, the third partyserver 80 could be representative of a search engine or database withinformation pertaining to the EV 52. Such information can include, forexample, information that may be omitted from the profile information,including a type and/or capacity of the battery 60 of the EV 52.Additionally, the V2G interface 54 and/or the EV 52 can measure a stateof charge (SoC) of the battery 60. The SoC denotes a percentage of amaximum charge of the battery 60. The measured SoC can be provided tothe charge control application 68. The charging server 66 can include anaccount 82 associated with the operator of the EV 52. The account 82 canaccrue tariffs (debits) and credits.

The charge control application 68 can employ the profile information(collected or determined) to determine a degradation threshold SoC forthe battery 60 of the EV 52. The degradation threshold SoC is an SoC atwhich the battery 60 accelerates a reduction of battery life. As usedherein, the term “battery life” refers to a measure of batteryperformance and longevity, which can be quantified in multiple ways,such as a run time on a full charge, as estimated by a manufacturer inmilliampere hours (mAhr), or as the number of charge cycles until theend of useful life. That is, keeping the battery 60 at a SoC above thedegradation threshold SoC reduces the battery life of the battery 60faster than if the battery 60 is below the degradation threshold SoC.

The charge control application 68 can calculate and execute a chargingplan 84 for the EV 52. The charging plan 84 characterizes time intervalsto discharge the battery of the EV 52 and time intervals to charge thebattery 60 of the EV 52. In some examples, the charging plan 84 caninclude stages, such as an initial stage, a maintenance stage and areturn stage.

During the initial stage of the charging plan 84, the charging controlapplication 68 commands the V2G interface 54 to discharge the battery 60of the EV 52 to the lower threshold SoC. The discharged power issupplied to the power grid 58. The lower threshold SoC is set to a levelbelow the degradation threshold SoC. As one example, the lower thresholdSoC can be 3% or less. In other examples, the lower threshold SoC can beset to a level sufficient to drive the EV 52 back to the home address ofthe operator (e.g., 10-20%). In yet other examples, other levels belowthe degradation threshold SoC can be selected as the lower thresholdSoC.

Moreover, during the initial stage the V2G interface 54 measures anamount of power discharged from the battery 60 that is supplied to thepower grid 58 and provides data characterizing the supplied power to thecharge control application 68. In response, the charge controlapplication can query a utility server 86 for a present (e.g., nearreal-time) credit value (e.g., per kilowatt hour) for power supplied tothe power grid 58. The charge control application 68 can employ thepresent credit value and the power supplied to the power grid 58 todetermine a credit that can be applied to the account 82 of theoperator. In some examples, the credit applied can, offset a tariff(debit) for parking in the parking spot 56 of the parking area. Forinstance, the credits awarded can be monetary rewards, such ascryptocurrency or credits of federally issued currency. Additionally oralternatively, the credits can be implemented as non-monetary rewards,such as but not limited to loyalty points (e.g., in a rewards program),discount coupons, complementary services for the operator of the EV 52,etc.

Upon the battery 60 of the EV 52 being discharged to the lower thresholdSoC, in some examples, the charging plan 84 switches to the maintenancestage. In the maintenance stage of the charging plan 84, the chargecontrol application 68 periodically and/or asynchronously commands theV2G interface 40 to (re)charge and (re)discharged the battery 60 of theEV 52 between the lower threshold SoC and a maintenance threshold SoC.The maintenance threshold SoC can be an SoC that is less than thedegradation threshold SoC and greater than the lower threshold SoC. Thatis, the maintenance threshold is between the degradation threshold SoCand the lower threshold SoC. To determine the intervals for charging anddischarging in the maintenance stage, the charge control application 68can periodically or asynchronously query the utility server 86 for acost of power from the power grid 58 and for the credit value for powerprovided to the power grid 58.

During the maintenance stage, the charge control application 68 canadjust the charging plan 84 such that the EV 52 is charged at times whenthe cost for power from the power grid 58 is near a lowest price (e.g.,during off-peak times). Similarly, the charge control application 68 canadjust the charging plan 84 such that the EV 56 is discharged at timeswhen the credit for supplying power to the power grid 58 is near amaximum (e.g., during peak times). That is, the charge controlapplication 68 can set the charging plan 84 to a pattern that attemptsto elevate revenue (credit) for supplying power to the power grid 58from the battery 60 of the EV 52 and curtail costs for charging thebattery 60 of the EV 52. Moreover, in some examples, the tariffs(debits) for charging the EV 52 during the maintenance stage can beapplied to the account 82 of the operator. Additionally oralternatively, the credits for supplying power to the power grid 58during the maintenance stage can be applied to the account 82 of theoperator of the EV 52.

Further, the charging plan 84 can switch to the return stage at a returnthreshold time. The return threshold time can be a calculated amount oftime prior to the expected return time. To calculate the returnthreshold time, the charge control application 68 calculates an amountof time needed to charge the battery 60 of the EV 52 to an upperthreshold SoC. The upper threshold SoC can be an SoC of near 100% or alevel specified in the profile information (e.g., 95%). The upperthreshold SoC can be above the battery degradation threshold SoC. Thecharge control application 68 can subtract the time needed to charge thebattery 60 of the EV 52 from the expected return time to determine thereturn threshold time.

Upon the charging plan 84 switching to the return stage at the returnthreshold time, the charge control application 68 commands the V2Ginterface 54 to charge the EV 52 to the upper threshold SoC, which isgreater than the degradation threshold SoC. In this manner, at or nearthe expected return time for the operator of the EV 52, the SoC of thebattery 60 is at an SoC near the upper charge threshold SoC. Moreover,near the return threshold time, the charge control application 68 canquery the utility server 86 for the present cost of power from the powergrid 58. The cost can be applied to the account 82 of the operator ofthe EV 52.

Upon the operator returning to EV 52 and disconnecting the EV 52 fromthe receptacle 61 of the V2G interface 54, the battery of the EV 52 isat or near the upper threshold SoC. In this manner, the operator canemploy the EV 52 to leave the parking spot 56, exit the parking area andtravel to another destination (e.g., home). In some examples, uponexiting the parking area, the account 82 associated with the operatorcan be settled. In particular, upon exiting the parking area, a parkingarea server 88 can assess tariffs for parking in the parking area.Moreover, the parking area server 88 can access the account 82associated with the operator of the EV 52 to determine what additionalcredits (monetary reward or non-monetary rewards, as noted) and/ortariffs are to be applied to the EV 52.

By employment of the system 50, undue degradation of the battery 60 ofthe EV 52 is avoided. In particular, as noted, during the initial mode,the battery 60 is discharged to a lower threshold SoC, which is belowthe degradation threshold SoC. Moreover, the battery 60 of the EV 52 isnot charged to an SoC above the degradation threshold SoC until near theexpected return time. In this manner, the time spend in the parking areawith the battery 60 over the degradation threshold SoC is curtailed.Accordingly, the system 50 can slow the degradation of the battery lifefor the battery 60 as compared to a situation where the battery 60remains above the degradation threshold SoC during the entire time (ormost of the time) that the EV 52 is parked at the parking spot 56.

Furthermore, during the maintenance stage, the battery 60 of the EV 52can be employed as an energy storage source for the power grid 58. Inthis manner, the revenue (credits) can be applied to the account 82 tooffset the cost of parking in the parking area and/or providenon-monetary rewards to the operator of the EV 52. Furthermore, for sometypes of batteries, the charging and discharging (while remaining belowthe degradation threshold SoC of the battery 60) can further curtail thedegradation of the battery 60 of the EV 52.

FIG. 2 illustrates an example of a charging server 100 that can controla V2G interface 102 to charge and discharge an EV 104. The chargingserver 100 could be employed, for example, to implement the chargingserver 66 of FIG. 1. The charging server 100 can be implemented as acomputing platform. Thus, the charging server 100 includes a memory 106and a processing unit 108. The memory 106 can be implemented, forexample, as a non-transitory machine readable medium. In some examples,the memory 106 can include volatile memory (e.g., random access memory)and/or nonvolatile memory, such as flash memory, a solid state drive ahard disk drive or a combination thereof. The memory 106 can storemachine executable instructions and data. The processing unit 108 can beconfigured to access the memory 106 and execute the machine executableinstructions. The processing unit 108 can include one or more processorcores.

The charging server 100 can include a network interface 110 configuredto communicate with a network 112. The network interface 110 could beimplemented, for example, as a network interface card. The network 112could be implemented for example, as a public network (e.g., theInternet), a private network (e.g., a carrier network) or a combinationthereof.

The charging server 100 could be implemented, for example in a computingcloud. In such a situation, features of the charging server 100, such asthe processing unit 108, the network interface 110 and the memory 106could be representative of a single instance of hardware or multipleinstances of hardware with applications executing across the multiple ofinstances (i.e., distributed) of hardware (e.g., computers, routers,memory, processors, or a combination thereof). Alternatively, thecharging server 100 could be implemented on a single dedicated server.Additionally, in some examples, the charging server 100 and the V2Ginterface 102 can be operated as a single physical unit. That is, thecharging server 100 can be integrated with the V2G interface 102. Inother examples, the charging server 100 can communicate with the V2Ginterface 102 via the network 112.

The memory 106 can include a charge control application 120 that cancontrol operations of the V2G interface 102. Moreover, in some examples,the charge control application 120 provides responses to request and/ornotifications from the V2G interface 102. Additionally, an operator ofthe EV 104 can employ an end-user device to communicate with the V2Ginterface 102 and/or the charging server 100. The end-user device can beimplemented as a computing device, such as a smart phone, a tabletcomputer or an on-board computing device integrated with the EV 104.

The charge control application 120 can receive a notification from theV2G interface 102 that the EV 104 has been connected to the V2Ginterface 102. In response, the charge control application 120 can causethe V2G interface 102 to query the end-user device for profileinformation 122 and an expected return time 124. The profile information122 and expected return time 124 (or information corresponding to theexpected return time 124) can be provided to the charge controlapplication 120.

The profile information 122 can include, a make and model of the EV 104,as well as information characterizing features of the battery of the EV104. Such information regarding the battery could be, for example a type(e.g., lithium-ion, nickel metal hydride, nickel-cadmium, lead-acid,etc.) of the battery and/or a capacity (e.g., kilowatt hours (kWh) orampere hours (Ahr)) of the battery. Furthermore, in some examples, theprofile information 122 can include a home address of the operator.

In some examples, the profile information 122 can include preferences ofthe operator of the EV 104. As an example, the profile information 122can include an upper threshold SoC (maximum SoC of the battery of the EV104), and a lower threshold SoC (minimum SoC of the battery of the EV104). Additionally or alternatively, the profile information 122 caninclude permission (or refusal of permission) to supply power stored inthe battery of the EV to the power grid.

In some examples, the V2G interface 102 can be located at a parking spotwithin a long-term parking area. In such a situation, in some examples,expected return time 124 can be a time and date that the operator isexpecting to return to the EV 104. Alternatively, the charge controlapplication 120 can receive information corresponding to the expectedreturn time 124, such as a flight code, a train code, a bus code, etc.

The charge control application 120 can analyze the profile information122 and expected return time 124 or the information corresponding to theexpected return time. In examples where the charge control application120 receive information corresponding to the expected return time (e.g.,a flight code), the charge control application 120 can query a thirdparty server (e.g., a search engine or database) for detailedinformation that is employable to derive the expected return time 124.The third party server could be, for example, a search engine, adatabase, etc. For example, in the situations where the informationcorresponding to the expected return time is a flight code, the chargecontrol application 120 can query the third party server for an expectedlanding time of a flight corresponding to the flight code. In someexamples, the charge control application 120 can set the expected returntime 124 to the landing time of the flight. In other examples, thecharge control application 120 can set the expected return time 124 tothe landing time of the flight plus time for baggage claim and travel(e.g., thirty (30) minutes after the expected landing time of theflight).

Additionally, the charge control application 120 can query the thirdparty server (or a different server) for information related to the EV104. Such information can include, for example, information that may beomitted from the profile information 122, including a type and/orcapacity of the battery of the EV 104. Additionally, the V2G interface102 and/or the EV 104 can measure an SoC of the battery. The SoC denotesa percentage of a maximum charge of the battery. The measured SoC can beprovided to the charge control application 120, where the charge controlapplication 120 can store the measured SoC as a present (real-time) SoC126 of the battery of the EV 104.

The memory 106 can include an account 130 associated with the operatorof the EV 104. The account 130 can accrue tariffs (debits) and credits.Although the account 130 is illustrated as being integrated with thecharging server 100, in other examples, the account 130 can be stored onan external system. For instance the account 130 could be implemented asa record of a database.

The charge control application 68 can include a degradation calculator132. The degradation calculator 132 can be configured/programmed toemploy the profile information 122 (collected or determined) todetermine a degradation threshold SoC for the battery 60 of the EV 52.The degradation threshold SoC is an SoC at which the battery of the EV104 accelerates a reduction of battery life. That is, keeping thebattery of the EV at an SoC that is equal to or above the degradationthreshold SoC reduces the battery life of the battery faster than if thebattery of the EV 104 is below the degradation threshold SoC. Thedegradation threshold can be based on the physical properties of thebattery of the EV 104, including battery chemistry.

The charge control application 120 can include a plan module 134 thatcalculates and executes a charging plan 136 for the EV 104. The chargingplan 136 characterizes time intervals to discharge the battery of the EV104 and time intervals to charge the battery of the EV 104. In someexamples, the charging plan 136 can include stages, such as an initialstage, a maintenance stage and a return stage. Moreover, it is notedthat the plan module 134 can update/modify the charging plan 136periodically and/or asynchronously prior to termination of theconnection between the V2G interface 102 and the EV 104.

During the initial stage of the charging plan 136, the plan module 134commands the V2G interface 102 to discharge the battery of the EV 104 toa lower threshold SoC. The discharged power is supplied to the powergrid. The lower threshold SoC is an SoC that is set to a level below thedegradation threshold SoC. As one example, the lower threshold SoC canbe 3% or less. In other examples, the lower threshold SoC can be set toa level sufficient to drive the EV 104 back to the home address of theoperator (e.g., 10-40%). In yet other example, other levels below thedegradation threshold SoC can be selected as the lower threshold SoC.

Moreover, during the initial stage, the V2G interface 102 measures anamount of power discharged from the battery of the EV 104 that issupplied to the power grid and provides data characterizing the suppliedpower to the charge control application 120. In response, the planmodule 134 can query a utility server via the network 112 for a present(e.g., near real-time) credit value (e.g., per kilowatt hour) for powersupplied to the power grid. The plan module 134 can employ the presentcredit value and the power supplied to the power grid to determine acredit that can be applied to the account 130 of the operator. In someexamples, the credit applied can, offset a tariff (debit) for parking inthe parking spot of the parking area. For instance, the credits awardedcan be monetary rewards, such as cryptocurrency or credits of federallyissued currency. Additionally or alternatively, the credits can beimplemented as non-monetary rewards, such as but not limited to loyaltypoints (e.g., in a rewards program), discount coupons, complementaryservices for the operator of the EV 104, etc.

Upon the battery of the EV 104 being discharged to the lower thresholdSoC, in some examples, the charging plan 136 switches to the maintenancestage. In the maintenance stage, the plan module 134 can periodicallyand/or asynchronously command the V2G interface 102 to (re)charged and(re)discharged the battery of the EV 104 between the lower threshold SoCand a maintenance threshold SoC that is less than the degradationthreshold SoC. To determine the intervals for charging and dischargingin the maintenance stage, the charge control application 68 canperiodically or asynchronously query the utility server 86 for a cost ofpower from the power grid 58 and for the credit value for power providedto the power grid 58. Further, due to settings in the profile dataand/or a lack of power demands at the power grid (e.g., off-peak time)in some examples, the charge plan 136 may maintain a relatively constantSoC for the battery of the EV 104 during the maintenance stage.

As noted, during the maintenance stage, the plan module 134 can adjustthe charging plan 136 such that the battery of EV 104 is charged attimes when the cost for power from the power grid is near a lowest price(e.g., during off-peak times). Similarly, the plan module 134 can adjustthe charging plan 136 such that the EV 104 is discharged at times whenthe credit for supplying power to the power grid is near a maximum(e.g., during peak times). That is, the plan module 134 can set thecharging plan to a pattern that attempts to elevate revenue (credit) forsupplying power to the power grid from the battery of the EV 104 andcurtail costs for charging the battery of the EV 104. Moreover, in someexamples, the plan module 134 can apply the tariffs (debits) forcharging the EV 104 during the maintenance stage to the account 130 ofthe operator. Additionally or alternatively, the credits for supplyingpower to the power grid during the maintenance stage can be applied tothe account 130 of the operator of the EV 104. Further, the plan module134 can limit the number of cycles of the battery of the EV 104 during agiven time period. As one example, the plan module 134 can limit thecharging plan 136 to two (2) cycles in a twenty-four (24) hour period.Furthermore, during the maintenance stage, the V2G interface 102 canre-measure the SoC of the battery of the EV 104 periodically and/orasynchronously and send data characterizing the measurement to thecharge control application 120, such that the charge control applicationcan update the present SoC 126.

Further, the charging plan 136 can switch to the return stage at areturn threshold time. The return threshold time can be a calculatedamount of time prior to the expected return time 124. To calculate thereturn threshold time, the plan module 134 calculates an amount of timeneeded to charge the battery of the EV 104 from the present SoC 126 toan upper threshold SoC. The upper threshold SoC can be an SoC of near100% or a level specified in the profile information (e.g., 95%). Theupper threshold SoC can be above the battery degradation threshold SoC.The plan module 134 can subtract the time needed to charge the batteryof the EV 104 from the expected return time 124 to determine the returnthreshold time.

Upon the charging plan 136 switching to the return stage at the returnthreshold time, the plan module 134 commands the V2G interface 102 tocharge the EV 104 to the upper threshold SoC, which is greater than thedegradation threshold SoC. In this manner, at or near the expectedreturn time 124 for the operator of the EV 104, the SoC of the batteryof the EV 104 is at an SoC near the upper charge threshold SoC.Moreover, near the return threshold time, the plan module 134 can querythe utility server for the present cost of power from the power grid.The cost can be applied to the account 130 of the operator of the EV104.

FIG. 3-5 depict examples of graphs 200, 220 and 240 that plot threedifferent charging plans (e.g., the charging plan 136). In each of thegraphs 200, 220 and 240, the SoC of a battery of an EV (e.g., the EV 104of FIG. 2) is plotted as a function of time (in hours). It is presumedthat that the EV arrives and couples to the V2G interface (e.g., the V2Ginterface 102 of FIG. 2) at time t₀. At time t₁, it is presumed that thebattery of the EV has been discharged to the lower threshold SoC. Thus,from time t₀ to time t₁, the charging plant operates in the initialstage.

Additionally, it is presumed that the expected return time is 49 hourslater, marked as time t₃. Further, it is presumed that the returnthreshold time is time t₂. Thus, in the graphs 200, 220 and 240, it ispresumed that from times t₁ to time t₂ that the charging plans operatesin the maintenance stage. Still further, it is presumed that at time t₃,the charging plans illustrated in the graphs 200, 220 and 240 reach thereturn threshold time. Moreover, the expected return time is marked astime t₃. Thus, from times t₂ to t₃, the charging plans operate in thereturn stage.

Referring specifically to the charging plan depicted by the graph 200 ofFIG. 3, the degradation threshold SoC is 50% of the SoC of the batteryof the EV and the maintenance threshold SoC is 45% of the SoC of thebattery of the EV. Moreover, the upper threshold SoC is set (e.g., byprofile data) to 95% of the SoC of the battery and the lower thresholdSoC is set (e.g., by the profile data) to 10% of the SoC of the battery.Thus, during the initial stage (from times t₀ to t₁), the battery isdischarged from an initial SoC of about 93% to the lower threshold SoC.Moreover, over a time period between t₁ and t₂ (during the maintenancestage), the battery is cycled multiple times (charged and dischargedbetween the maintenance threshold SoC and the lower threshold SoC) tosupply power to the power grid. Moreover, to prevent excessive cyclingof the battery, as illustrated, the battery is not cycled more thantwice in a twenty-four (24) hour period. Further, at time t₃ (the returnthreshold time), in the return stage, the battery is charged to an SoCexcessing the degradation threshold SoC to ensure the battery is chargedto a level near the upper threshold SoC prior to the expected returntime (t₃).

The charging plan illustrated by the graph 200 of FIG. 3 can beselected, for example, in situations where the degradation threshold SoCis relatively low (e.g., 50% or less of the SoC), and that the batteryallows two (2) charges and discharges per twenty-four (24) hour periodwithout accelerating battery degradation.

Referring specifically to the charging plan depicted by the graph 220 ofFIG. 4, the degradation threshold SoC is 50% of the SoC of the batteryof the EV and the maintenance threshold SoC is 40% of the SoC of thebattery of the EV. Moreover, the upper threshold SoC is set (e.g., byprofile data) to 95% of the SoC of the battery and the lower thresholdSoC is set (e.g., by the profile data) to 2% (e.g., less than 3%) of theSoC of the battery. Thus, during the initial stage (from times t₀ tot₁), the battery is discharged from an initial SoC of about 93% to thelower threshold SoC. Moreover, over a time period between t₁ and t₂(during the maintenance stage), the battery SoC remains constant (ornearly constant). In particular, the battery is not charged anddischarged during the maintenance to supply power to the power grid. Thecharging plan illustrated by the graph 220 could be selected, forexample in a situation where the profile data did not provide permissionto supply power to the power grid and/or a situation where the timebetween t₁ and t₂ is off-peak time (e.g., during weekend). Further, attime t₃ (the return threshold time), in the return stage, the battery ischarged to an SoC exceeding the degradation threshold SoC to ensure thebattery is charged to a level near the upper threshold SoC prior to theexpected return time (t₃).

Referring specifically to the charging plan depicted by the graph 240 ofFIG. 5, the degradation threshold SoC is 80% of the SoC of the batteryof the EV and the maintenance threshold SoC is 75% of the SoC of thebattery of the EV. Moreover, the upper threshold SoC is set (e.g., byprofile data) to 95% of the SoC of the battery and the lower thresholdSoC is set (e.g., by the profile data) to 40% of the SoC of the battery.Thus, during the initial stage (from times t₀ to t₁), the battery isdischarged from an initial SoC of about 93% to the lower threshold SoC.Moreover, over a time period between t₁ and t₂ (during the maintenancestage), the battery is cycled multiple times (charged and dischargedbetween the maintenance threshold SoC and the lower threshold SoC) tosupply power to the power grid). Moreover, to prevent excessive cyclingof the battery, as illustrated, the battery is not cycled more than oncein a twenty-four (24) hour period. Further, at time t₃ (the returnthreshold time), in the return stage, the battery is charged to an SoCexcessing the degradation threshold SoC to ensure the battery is chargedto a level near the upper threshold SoC prior to the expected returntime (t₃).

The charging plan depicted by the graph 240 in FIG. 5 may be selected,for example a situation where the battery of the EV has a relativelyhigh degradation threshold SoC (80%), but a reduced number of cycles inthe life of the battery. Thus, rather than charging and discharging thebattery multiple times in a day, the battery is charged and discharged(in the maintenance stage) once per day.

FIG. 3-5 collectively depict the diversity of possible charging planseven in situations where the initial arrival time (t₀) and the expectedreturn time (t₃) remain the same. Moreover, as battery technologycontinues to evolve, other charging plans can be employed to reducebattery degradation.

Referring back to FIG. 2, upon the operator returning to EV 104 anddisconnecting the EV 104 from the V2G interface 102, the battery of theEV 104 is at or near the upper threshold SoC. In this manner, theoperator can employ the EV 104 to leave the parking spot, exit theparking area and travel to another destination (e.g., home). In someexamples, upon exiting the parking area, the account 130 associated withthe operator can be settled.

By employment of the charging server 100 operating in concert with theV2G interface 102, undue degradation of the battery of the EV 104 isavoided. In particular, as noted, during the initial mode, the batteryis discharged to the lower threshold SoC, which is below the degradationthreshold SoC. Moreover, the battery of the EV 104 is not charged to anSoC above the degradation threshold SoC until near the expected returntime. In this manner, the time spent in the parking area with thebattery over the degradation threshold SoC is limited. Accordingly, thecharging serve 100 operating in concert with the V2G interface 102 cancurtail the degradation of the battery life for the battery of the EV104 as compared to a situation where the battery remains above thedegradation threshold SoC during the entire time (or most of the time)that the EV 104 is parked at the parking spot.

Furthermore, during the maintenance stage, the battery of the EV 104 canbe employed as an energy storage source for the power grid. In thismanner, the credits accrued can be applied to the account 130 to offsetthe cost of parking in the parking area and/or provide non-monetaryrewards to the operator of the EV 104. Furthermore, for some types ofbatteries, the charging and discharging (while remaining below thedegradation threshold SoC of the battery) can further curtail thedegradation of the battery of the EV 104.

FIG. 6 illustrates an example of a system 300 that includes a parkingarea 302 for parking N of parking spots 304, where N is an integergreater than or equal to one (1). The parking area 302 can be along-term parking area, such as a parking lot or a parking garage. Eachparking spot 304 includes a V2G interface 306. Moreover, the parkingarea 302 may contain parking spots that are not associated with or inproximity with a V2G interface 306 (e.g., parking spots for non-electricvehicles).

An EV 308 can be parked at each parking spot 304 and each EV 308 can becoupled to the corresponding V2G interface 306. Moreover, each V2Ginterface 306 can communicate with a charging server 310 via a network312. Additionally, each V2G interface 306 can be electrically coupled toa power grid 314. Each V2G interface 306 can employ power from the powergrid 314 to charge a battery 316 of a corresponding EV 308.Additionally, each V2G interface 306 can operate as a V2G interface thatsupplies power to the power grid 314 through discharge of power from thebattery 316 of the corresponding EV 308.

The charging server 310 can collect and/or determine profile data and areturn time for each of the N number of EVs 308 in a manner describedherein. Moreover, the charging server 310 can generate and execute acharging plan for each of the N number of EVs 308 in the mannerdescribed herein. Each charging plan can be tailored based on propertiesof the battery 316 for each of the EVs 308. In this manner, eachcharging plan can be selected to curtail battery degradation duringlong-term parking.

In view of the foregoing structural and functional features describedabove, example methods will be better appreciated with reference to FIG.7. While, for purposes of simplicity of explanation, the example methodsof FIG. 7 is shown and described as executing serially, it is to beunderstood and appreciated that the present examples are not limited bythe illustrated order, as some actions could in other examples occur indifferent orders, multiple times and/or concurrently from that shown anddescribed herein. Moreover, it is not necessary that all describedactions be performed to implement a method. The example methods of FIG.7 can be implemented as instructions stored in a non-transitorymachine-readable medium. The instructions can be accessed by aprocessing resource (e.g., one or more processor cores) and executed toperform the methods disclosed herein.

FIG. 7 illustrates an example flowchart of a method 400 for reducingbattery degradation of an EV parked in long-term parking. The method 400can be implemented, for example, by the system 50 of FIG. 1 and/or thecharging server 100 of FIG. 2.

At 410, a V2G interface (e.g., the V2G interface 54 of FIG. 1) candetect that an EV (e.g., the EV 52) has been electrically coupled to areceptacle of the V2G interface. At 415, a charging server (e.g., thecharging server 66) can receive profile data and informationcorresponding to an expected return time for an operator of the EV. At420, the charging server can determine the expected return time based onthe information corresponding to the return time. For example, insituations where the information corresponding to the expected returntime is a flight code, the charging server can query a third-partyserver for an expected arrival time of a flight corresponding to theflight code.

At 425, the charging server can calculate a degradation threshold SoCfor a battery of the EV. At 430, the charging server can generate acharging plan for the EV based on the profile data and the expectedreturn time. The charging plan includes a return threshold time. At 440,the V2G interface (in response to a command from the charging server)discharges the battery of the EV to a lower threshold SoC (a level belowthe degradation threshold SoC) during an initial stage of the chargingplan. The discharged power is supplied to a power grid.

At 445, the charging server makes a determination as to whether thereturn threshold time has been reached. If the determination at 445 isnegative (e.g., NO), the method 400 proceeds to 450. If thedetermination at 445 is positive (e.g., YES), the method 400 proceeds to455. At 450, the V2G interface (in response to a command from thecharging server), charges the battery of the EV to a maintenancethreshold level SoC, a level below the degradation threshold SoC, in amaintenance stage of the charging plan. At 460, the V2G interface (inresponse to a command from the charging server) discharges the batteryof the EV to the lower threshold SoC in the maintenance stage of thecharging plan. The discharged power can be supplied to the power grid.At 463, an account associated with the operator can be credited for thepower supplied to the power grid from the discharging at 460. Thecredits awarded to the account can be monetary rewards, such ascryptocurrency or credits of federally issued currency. Additionally oralternatively, the credit can be implemented as non-monetary relatedrewards, such as but not limited to loyalty points (e.g., in a rewardsprogram), discount coupons, complementary services for the operator ofthe EV, etc. The method 400 returns to 445. In this manner, in the loopof 450, 460, 463 and 445 are executed repeatedly until the return chargetime is reached.

At 455 (resulting from a positive determination at 445), the V2Ginterface (in response to a command from the charging server) initiatescharging of the battery of the EV to a level above the degradationthreshold SoC. At 465, the account associated with the operator issettled based in-part on the charging and discharging at 450 and 460(e.g., upon the EV exiting the parking area).

In view of the foregoing structural and functional description, thoseskilled in the art will appreciate that portions of the systems andmethod disclosed herein may be embodied as a method, data processingsystem, or computer program product such as a non-transitory computerreadable medium. Accordingly, these portions of the approach disclosedherein may take the form of an entirely hardware embodiment, an entirelysoftware embodiment (e.g., in a non-transitory machine readable medium),or an embodiment combining software and hardware. Furthermore, portionsof the systems and method disclosed herein may be a computer programproduct on a computer-usable storage medium having computer readableprogram code on the medium. Any suitable computer-readable medium may beutilized including, but not limited to, static and dynamic storagedevices, hard disks, optical storage devices, and magnetic storagedevices.

Certain embodiments have also been described herein with reference toblock illustrations of methods, systems, and computer program products.It will be understood that blocks of the illustrations, and combinationsof blocks in the illustrations, can be implemented bycomputer-executable instructions. These computer-executable instructionsmay be provided to one or more processors of a general purpose computer,special purpose computer, or other programmable data processingapparatus (or a combination of devices and circuits) to produce amachine, such that the instructions, which execute via the one or moreprocessors, implement the functions specified in the block or blocks.

These computer-executable instructions may also be stored incomputer-readable memory that can direct a computer or otherprogrammable data processing apparatus to function in a particularmanner, such that the instructions stored in the computer-readablememory result in an article of manufacture including instructions whichimplement the function specified in the flowchart block or blocks. Thecomputer program instructions may also be loaded onto a computer orother programmable data processing apparatus to cause a series ofoperational steps to be performed on the computer or other programmableapparatus to produce a computer implemented process such that theinstructions which execute on the computer or other programmableapparatus provide steps for implementing the functions specified in theflowchart block or blocks.

Implementations of the subject matter described in this specificationcan be implemented in a computing system that includes a back-endcomponent, e.g., as a data server, or that includes a middlewarecomponent, e.g., an application server, or that includes a front-endcomponent, e.g., a client computer having a graphical user interface ora Web browser through which a user can interact with an implementationof the subject matter described is this specification, or anycombination of one or more such back-end, middleware, or front-endcomponents. The components of the system can be interconnected by anyform or medium of digital data communication, e.g., a communicationnetwork. Examples of communication networks include a local area network(“LAN”) and a wide area network (“WAN”), e.g., the Internet.

The computing system can include clients and servers. A client andserver are generally remote from each other and typically interactthrough a communication network. The relationship of client and serverarises by virtue of computer programs running on the respectivecomputers and having a client-server relationship to each other.

What have been described above are examples. It is, of course, notpossible to describe every conceivable combination of structures,components, or methods, but one of ordinary skill in the art willrecognize that many further combinations and permutations are possible.Accordingly, the invention is intended to embrace all such alterations,modifications, and variations that fall within the scope of thisapplication, including the appended claims. Where the disclosure orclaims recite “a,” “an,” “a first,” or “another” element, or theequivalent thereof, it should be interpreted to include one or more thanone such element, neither requiring nor excluding two or more suchelements. As used herein, the term “includes” means includes but notlimited to, and the term “including” means including but not limited to.The term “based on” means based at least in part on.

What is claimed is:
 1. A non-transitory machine readable medium havingmachine executable instructions comprising a charge control applicationthat: determines, in response to detecting that an electric vehicle (EV)is electrically coupled to a vehicle-to-grid (V2G) interface, adegradation threshold state of charge (SoC) for a battery of the EV;commands the V2G interface to discharge the battery of the EV to a lowerthreshold SoC that is below the degradation threshold SoC; and commandsthe V2G interface to charge the battery of the EV to an upper thresholdSoC that is above the degradation threshold SoC at a return thresholdtime, wherein the return threshold time is a calculated amount of timeprior to an expected return time of an operator of the EV.
 2. The mediumof claim 1, wherein the return threshold time defines an amount of timeneeded to charge the battery of the EV to a SoC near a maximum SoC ofthe battery of the EV.
 3. The medium of claim 2, wherein the expectedreturn time of the operator of the EV is based on data received from anend-user device.
 4. The medium of claim 3, wherein the data receivedfrom an end-user device comprises a flight code, wherein the chargecontrol application queries a server for an expected return time of aflight identified by the flight code, wherein the expected return timeof the operator of the EV is based on the expected return time of theflight identified by the flight code.
 5. The medium of claim 4, whereinthe end-user device is a smart phone.
 6. The medium of claim 4, whereinthe end-user device is an on-board computer of the EV.
 7. The medium ofclaim 1, wherein the V2G interface is located at a long-term parkingarea.
 8. The medium of claim 1, wherein the lower threshold SoC is 3% orless.
 9. The medium of claim 1, wherein the charge control application:commands the V2G interface to charge the battery of the EV to amaintenance threshold SoC that is between the degradation threshold SoCand the lower threshold SoC; commands the V2G interface to re-dischargethe battery of the EV before the return threshold time; and credits anaccount associated with the operator of the EV for the re-discharging,wherein the V2G interface supplies power discharged and re-discharged bythe battery of the EV to a power grid.
 10. The medium of claim 9,wherein the charge control application commands the V2G interface tocharge the battery of the maintenance threshold SoC during an off-peaktime for the power grid.
 11. The medium of claim 10, wherein the chargecontrol application commands the V2G interface to re-discharge thebattery of the EV to the lower threshold SoC during a peak time for thepower grid.
 12. A system for curtailing degradation of a battery of anelectric vehicle (EV) comprising: a vehicle-to-grid (V2G) interfacelocated at a parking spot of a parking area, the V2G interfacecomprising a receptacle for charging and discharging an EV; a chargingserver in communication with the V2G interface that: determines, inresponse to a request from the V2G interface, a degradation thresholdstate of charge (SoC) for a battery of the EV connected to thereceptacle of the V2G interface, wherein the degradation threshold SoCis based on physical properties of a battery of the EV; commands the V2Ginterface to discharge the battery of the EV to a lower threshold SoCthat is below the degradation threshold SoC; and commands the V2Ginterface to charge the battery of the EV to an upper threshold SoC thatis above the degradation threshold SoC at an return time threshold thatcorresponds to a calculated amount of time prior to an expected returntime of an operator of the EV.
 13. The system of claim 12, wherein thecharging server provides a credit to an account of the operator of theEV in response to supplying power to a power grid coupled to the V2Ginterface with power discharged from the battery of the EV.
 14. Thesystem of claim 13, wherein the parking lot is a long-term parking area,and the credit is applied to a tariff for parking the EV at the parkingspot.
 15. The system of claim 12, wherein the charging server commandsthe V2G interface to cycle the battery of the EV a plurality of timesprior to the return threshold time.
 16. The system of claim 12, whereinthe charging server receives information from an end-user deviceassociated with the operator of the EV that identifies a flightcorresponding to the expected return time of the operator of the EV. 17.The system of claim 12, wherein the upper threshold SoC is near amaximum SoC for the battery of the EV.
 18. A method for curtailingdegradation of a battery of an electric vehicle (EV), the methodcomprising: determining, in response to detecting that an electricvehicle (EV) is electrically coupled to a vehicle-to-grid (V2G)interface, an expected return time of an operator of the EV, discharginga battery of the EV to a level below a degradation threshold SoC for thebattery of the EV; and initiating a charging of the battery of the EV toa level that is above the degradation threshold SoC at a returnthreshold time that is a calculated amount of time prior to the expectedreturn time of the operator of the EV.
 19. The method of claim 18,further comprising: repeatedly charging and discharging the battery ofthe EV prior to the return threshold time, wherein power discharged fromthe battery of the EV is supplied to a power grid coupled to the V2Ginterface; and crediting an account associated with the operator of theEV for the power supplied to the power grid from the battery of the EV.20. The method of claim 18, wherein the V2G interface is located at aparking spot in a long-term parking area.